Applicable Vehicles:

• Boxster (987.2) MT & PDK 2009-2012

• Porsche Cayman (987.2) MT & PDK 2009-2012

• Boxster S (987.2) MT & PDK 2009-2012

• Cayman S (987.2) MT & PDK 2009-2012

• Cayman R (987.2) MT & PDK 2011-2012

• Boxster Spyder (987.2) MT & PDK 2011-2012

When And Why?:

When trying to diagnose driveability problems or assessing how well a new tune is working with the vehicle datalogging can be an invaluable tool.  By looking at what is going on with the vehicle under load or other conditions you're able to look at a picture in time and see if there were any issues or problems that would need to be addressed and sometimes where and why they occurred.  However a datalog is only as good as the monitors you record, much like how a map is only as useful as the information it has on it.

How Should I Drive When I Datalog?:

Because most of the problems people have are those that show up under heavy load, we want to have some good boost characteristics over the datalog.  Therefore we recommend you find an empty stretch of road so that it's not only safe for other people, but safe for you.  When trying to diagnose a problem it's easy to have too much to look at, so when trying to diagnose something we recommend keeping it short and simple.  In these instances a datalog of a single run from 2500rpm to redline in 3rd gear (if running a 5-speed) or 4th gear (if you have a 6-speed) ensures you don't have to spend time sifting through extraneous data to find what you need.  If your problem has to do more with idle characteristics perform the 2500rpm run, but sometimes taking a look at what your car does at idle can be of some help.  Lastly if you're a road racer you may want to datalog for long streches of time which, when paired with track telemetry, can help you figure out when and where things were going well, and when things were going bad, this can help diagnose more intricate problems like fuel slosh or oil starvation.  However as datalogs get bigger sifting through the lenghty spreadsheets can get difficult and time consuming at that time you may want to invest in a datalog viewer program which converts your spreadsheets into simple graphs so you can go through a bunch of data all at once.

• Ambient Pressure

  • Barometric Pressure

• Battery Voltage

  • Battery Voltage

• Coordinated Torque for Cylinder Filling

  • Percentage (0-100%) of torque demand, combine with load monitor for proper torque monitoring. 

• Engine RPM

  • Engine Speed

• Ignition Angle (Actual)

  • Final ignition timing value after all corrections.

• Injection Time

  • Injector open time in milliseconds.

• Intake-Air Temperatur

  • Intake air temperature in the intake manifold.

• Knock Cyl 1

  • Knock Sums for cylinder number 1

• Knock Cyl 2

  • Knock Sums for cylinder number 2

• Knock Cyl 3

  • Knock Sums for cylinder number 3

• Knock Cyl 4

  • Knock Sums for cylinder number 4

• Knock Cyl 5

  • Knock Sums for cylinder number 5

• Knock Cyl 6

  • Knock Sums for cylinder number 6

• Lambda Bank 1

  • Air fuel reading from the primary wideband oxygen sensor Bank 1

• Lambda Bank 2

  • Air fuel reading from the primary wideband oxygen sensor Bank 2

• Load (Relative)

  • Relative Load.

• Load rlp

  • Load (Relative Load Percentage)

• MAF 2

  • Mass air flow reading Bank 2

• MAF

  • Mass Airflow Reading Bank 1.

• Nominal Throttle Plate Angle

  • Actual Throttle Angle

• Short Term Fuel Trim Bank 1

  • Short term fuel trim for Bank 1.

• Short Term Fuel Trim Bank 2

  • Short term fuel trim for Bank 2.

• Throttle Angle

  • Desired Throttle Angle

• Vehicle Speed

  • Vehicle Speed

This ECU has all of the different monitors grouped into different blocks, many of which are members of more than one block.  When looking at data, when the computer looks at a block, whether one or all of them are selected will not impact the logging speed however, as you look at more than one block it may impact the logging speed as a whole.  A good practice would be to pick as many of your desired monitors from the same group as possible, as this will allow the monitoring speed to be as high as possible.

• (G01) Ambient Pressure-DME

  • This value is measured by the ambient pressure sensor in the DME control unit and is used to calculate the altitude correction factor. The altitude correction factor is used to inhibit secondary air, tank vent valve and fuel tank leakage diagnosis. If the mass air flow sensor (MAF) fails, a substitute value for the air mass is formed from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.

• (G02) Vehicle Speed

  • Current vehicle speed. The vehicle speed comes from ABS/ASR/PSM via CAN. This is used as an input requirement for various diagnoses and as freeze frame content.

• (G04) Actual Throttle Plate Position

  • The actual throttle valve angle is the opening angle recorded by the throttle valve potentiometer (° throttle valve angle), approx. 0.00 ° (throttle valve fully closed) to 80.00 ° (at full throttle position).

• (G04) Target Throttle Plate Position

  • Requested throttle position.

• (G07) Actual Fuel Pressure

  • The fuel high-pressure value, measured by the fuel pressure sensor, is displayed here. The flow control valve at the fuel high-pressure pump regulates the fuel pressure from approx. 40,000 mbar at idle speed up to 120,000 mbar at full throttle. The diagnosis monitors the deviation between the required and actual value.

• (G07) Target Fuel Pressure

  • Target fuel pressure.

• (G10) Long Term Fuel Trim B1

  • Long term fuel trim bank 1

• (G10) Long Term Fuel Trim B2

  • Long term fuel trim bank 2

• (G11) Short Term Fuel Trim B1

  • Short term fuel trim bank 1 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G11) Short Term Fuel Trim B2

  • Short term fuel trim bank 2 - Inverse of traditional fuel trims, + is removing fuel, - is adding fuel.

• (G16) Adaptive Fuel Mass

  • Adapted fuel mass.

• (G17) Knock Retard Cyl 1

  • Amount of timing being retarded Cylinder 1

• (G17) Knock Retard Cyl 2

  • Amount of timing being retarded Cylinder 2

• (G17) Knock Retard Cyl 3

  • Amount of timing being retarded Cylinder 3

• (G17) Knock Retard Cyl 4

  • Amount of timing being retarded Cylinder 4

• (G17) Knock Retard Cyl 5

  • Amount of timing being retarded Cylinder 5

• (G17) Knock Retard Cyl 6

  • Amount of timing being retarded Cylinder 6

• (G18)Actual Ignition Angle

  • Actual ignition timing of the car.

• (G19) Actual Air Fuel Ratio B1

  • Actual lambda value bank 1

• (G19) Actual Air Fuel Ratio B2

  • Actual lambda value bank 2

• (G19) Target Air Fuel Ratio B1

  • Target lambda value bank 1

• (G19) Target Air Fuel Ratio B2

  • Target lambda value bank 2

• (G1C) Coolant Temperature

  • Engine coolant temperature.

• (G1C) Engine Speed

  • Engine Speed in RPM

• (G1C) Relative engine load

  • Engine load used by the ECU.

• (G40) Intake Air Temperature

  • Measured intake air temperature.

• (G40) Oil Temperature

  • Oil Temperature.

• (G43) Predicted Air Mass

  • Final calculated airflow value.

• (G5C) Accelerator Pedal Position

  • Accelerator Pedal position.

• Actual Camshaft Angle Bank 1

  • Actual camshaft angle for Bank 1.

• Actual Camshaft Angle Bank 2

  • Actual camshaft angle for Bank 2.

• Actual Gear

  • Current transmission position.

• Ambient Temperature

  • Ambient air temperature.

• Catalytic Converter Temperature (Modeled)

  • Temperature of catalytic converter. This is a modeled temperature so not 100% accurate.

• Cold Start Enrichment Range 0

• Cold Start Enrichment Range 1

• Cold Start Enrichment Range 2

• Current Starting Adaptation Factor

  • Amount of correction in percentage of correction when starting the car

• Distance Since Power Failure

  • Distance amount since a power failure.

• Distance With Check Engine On

  • Distance with a check engine light on.

• Driving Cycle Counter

  • Drive Cycles

• EGT Downstream of Cat (Modeled)

  • Exhaust gas temperature behind the catalytic converter. This is a modeled temperature so not 100% accurate.

• EGT Upstream of Cat (Modeled)

  • Exhaust gas temperature before the catalytic converter. This is a modeled temperature so not 100% accurate.

• Engine Compartment Temperature

  • Engine compartment temperature. Measured in the back of the car.

• Engine Oil Temperature

  • Temperature of engine oil.

• Engine Temperature

  • Engine coolant temp.

• Engine Torque Loss

• Fuel Level

  • Fuel level.

• Long Term Fuel Trim Bank 1

  • Long term fuel trim for Bank 1.

• Long Term Fuel Trim Bank 2

  • Long term fuel trim for Bank 2.

• Maximum Torque

  • Maximum torque value

• Minimum Torque

  • Minimum Torque Value

• Operating Time Since Power Failure

  • Amount of time since power failure.

• Radiator Fan Request Value

  • Radiator fan on and off request.

• Relative Secondary Air Mass Bank 1

• Relative Secondary Air Mass Bank 2

• Set Point Torque

  • Set point torque value.

• Target Camshaft Angle Bank 1

  • Target camshaft position for Bank 1.

• Target Camshaft Angle Bank 2

  • Target camshaft position for Bank 2.

• Target Firing Angle of Torque Intervention

• Target Idle Speed

  • Idle speed target.

• Total Mass Air Flow (MAF+Tank Vent)

  • This is a combination of MAF plus the tank vent recirc total airflow.

• Warm-up Cycle Counter

  • Cycle counter for the warm up cycle.

• (G01) Coolant Temp

  • The coolant temperature is calculated from the voltage signal of the engine temperature sensor and is used to correct the DME maps in accordance with the temperature. The temperature is passed on to the gateway control unit via CAN. It is also used as the basis for thermostat diagnosis. (The warm-up phase is monitored using a temperature model.) If there is no signal, a substitute value is formed in the DME control unit and is then displayed here.

• (G01) Fuel Pressure

  • The fuel high-pressure value, measured by the fuel pressure sensor, is displayed here. The flow control valve at the fuel high-pressure pump regulates the fuel pressure from approx. 40,000 mbar at idle speed up to 120,000 mbar at full throttle. The diagnosis monitors the deviation between the required and actual value.

• (G02) AT Flag

  • Flag that determines if the car has an auto transmission or not.

• (G02) Battery Voltage

  • Supply voltage at terminal 15 on the DME control unit. If a limit value is not reached, the idle speed of the engine can be increased in order to improve the load balance.

• (G02) Engine Speed

  • The actual value of the current engine speed is measured via the pulse sender on the flywheel (60 - 2 pulses per revolution).

• (G02) Oil Pressure

  • Absolute engine oil pressure incl. ambient pressure. Approx. 1,000 mbar (ambient pressure) must be subtracted for the relative engine oil pressure (overpressure). This then 
    corresponds to the value displayed on the instrument cluster.

• (G02) Pre Throttle Pressure

  • Boost pressure before the throttle plated from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.

• (G0B) Intake Cam Timing B1

  • The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.

• (G0B) Intake Cam Timing B2

  • The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.

• (G0B) Intake Camshaft Phase B1

  • Measured cam phase bank 1.

• (G0B) Intake Camshaft Phase B2

  • Measured cam phase bank 2.

• (G0F) Actual Clutch Torque

  • Actual torque value at the clutch.

• (G0F) Gear Shift Sync Speed Setpoint

  • Setpoint requested to sync the shift speed.

• (G0F) Requested Fuel

  • Requested fuel consumption.

• (G0F) Target Clutch Torque

  • Torque targeted at the clutch.

• (G0F) Target Fuel Mass

  • Target fuel mass.

• (G10) Air Fuel Trim B1

  • Fuel trim bank 1

• (G10) Air Fuel Trim B2

  • Fuel trim bank 2

• (G18) Average ADV1 Value

  • Average ADV1 Value.

• (G18) Average Knock Retard

  • Averaged value of knock retard.

• (G18) Target Ignition Angle

  • Target ignition timing of the car.

• (G1D) Injection Time 1 Cyl 1

  •  Injection time for the fuel injection system Cyl 1

• (G1D) Injection Time 1 Cyl 2

  • Injection time for the fuel injection system Cyl 2

• (G1D) Injection Time 1 Cyl 3

  • Injection time for the fuel injection system Cyl 3

• (G1D) Injection Time 1 Cyl 4

  • Injection time for the fuel injection system Cyl 4

• (G1D) Injection Time 1 Cyl 5

  • Injection time for the fuel injection system Cyl 5

• (G1D) Injection Time 1 Cyl 6

  • Injection time for the fuel injection system Cyl 6

• (G1E) Injection Time 2 Cyl 1